After communicating with the COMOX ARGUS at 0036, the OOW on the CRAIGFOSS was under the impression that he was meeting the COMOX ARGUS and that he had identified the tow on the radar. The COMOX ARGUS was southbound from Anyox, Granby Bay, B.C., and had entered Chatham Sound from Portland Inlet. The vessel was therefore transiting Chatham Sound on a course line further to the east than that being traversed by the CRAIGFOSS. The southbound tug and tow, in fact, passed Lucy Island some seven miles south of the collision position at 0108, two minutes prior to the collision. As the CRAIGFOSS approached the EAGLE, which the OOW believed was the COMOX ARGUS he was not concerned about the other vessel being close on his port bow until she made a course alteration to port when they were about two miles apart; also the other vessel did not answer the radiotelephone and was seen to be displaying only a red sidelight. The EAGLE being over 20 m in length was required by regulation to participate in the MCTS reporting system. Had the vessel been participating as required then she would have been monitoring VHF channel 71 and both vessels would have been aware of the other's presence and intentions. The deck-hand on watch on the EAGLE observed the towing lights on the tug but he did not appreciate that the tug was towing a barge until it was reported to him by the look-out; he was preoccupied with lining the vessel up to pass east of Lucy Island. Channel 13 VHF used by the CRAIGFOSS is a channel used for intership communication in the US. It is not used frequently in Canada and a Canadian vessel in the waters of the Prince Rupert MCTS Reporting area would be unlikely to be keeping a watch on that frequency.Analysis After communicating with the COMOX ARGUS at 0036, the OOW on the CRAIGFOSS was under the impression that he was meeting the COMOX ARGUS and that he had identified the tow on the radar. The COMOX ARGUS was southbound from Anyox, Granby Bay, B.C., and had entered Chatham Sound from Portland Inlet. The vessel was therefore transiting Chatham Sound on a course line further to the east than that being traversed by the CRAIGFOSS. The southbound tug and tow, in fact, passed Lucy Island some seven miles south of the collision position at 0108, two minutes prior to the collision. As the CRAIGFOSS approached the EAGLE, which the OOW believed was the COMOX ARGUS he was not concerned about the other vessel being close on his port bow until she made a course alteration to port when they were about two miles apart; also the other vessel did not answer the radiotelephone and was seen to be displaying only a red sidelight. The EAGLE being over 20 m in length was required by regulation to participate in the MCTS reporting system. Had the vessel been participating as required then she would have been monitoring VHF channel 71 and both vessels would have been aware of the other's presence and intentions. The deck-hand on watch on the EAGLE observed the towing lights on the tug but he did not appreciate that the tug was towing a barge until it was reported to him by the look-out; he was preoccupied with lining the vessel up to pass east of Lucy Island. Channel 13 VHF used by the CRAIGFOSS is a channel used for intership communication in the US. It is not used frequently in Canada and a Canadian vessel in the waters of the Prince Rupert MCTS Reporting area would be unlikely to be keeping a watch on that frequency. The EAGLE did not participate in the MCTS reporting system as required by regulation for a vessel of her size. The crewmember in charge of the watch on the EAGLE did not properly interpret the radar display and establish the presence of the approaching vessel. The crewmember in charge of the watch on the EAGLE did not identify the towing lights of the tug. The OOW on the CRAIGFOSS misidentified the approaching vessel until just prior to the collision. The OOW on the CRAIGFOSS used VHF channel 13 to attempt intership communication, a frequency not used in Canadian waters for that purpose. Neither vessel used manoeuvring/warning signals to communicate and the EAGLE reportedly was not equipped with a whistle as required by the Col Regs.Findings The EAGLE did not participate in the MCTS reporting system as required by regulation for a vessel of her size. The crewmember in charge of the watch on the EAGLE did not properly interpret the radar display and establish the presence of the approaching vessel. The crewmember in charge of the watch on the EAGLE did not identify the towing lights of the tug. The OOW on the CRAIGFOSS misidentified the approaching vessel until just prior to the collision. The OOW on the CRAIGFOSS used VHF channel 13 to attempt intership communication, a frequency not used in Canadian waters for that purpose. Neither vessel used manoeuvring/warning signals to communicate and the EAGLE reportedly was not equipped with a whistle as required by the Col Regs. The collision occurred because the deck-hand in charge of the conduct of the EAGLE did not identify either on radar or visually that the CRAIGFOSS was towing a barge and as a result ran the EAGLE between the tug and barge. The fact that the EAGLE did not participate in the Prince Rupert Traffic Reporting System and that the deck-hand in charge of the watch was preoccupied with lining the vessel up to pass east of Lucy Island, contributed to the occurrence. Also, had the OOW on the CRAIGFOSS realised earlier that the approaching vessel was not the COMOX ARGUS he would have given the approaching vessel a wider berth.Causes and Contributing Factors The collision occurred because the deck-hand in charge of the conduct of the EAGLE did not identify either on radar or visually that the CRAIGFOSS was towing a barge and as a result ran the EAGLE between the tug and barge. The fact that the EAGLE did not participate in the Prince Rupert Traffic Reporting System and that the deck-hand in charge of the watch was preoccupied with lining the vessel up to pass east of Lucy Island, contributed to the occurrence. Also, had the OOW on the CRAIGFOSS realised earlier that the approaching vessel was not the COMOX ARGUS he would have given the approaching vessel a wider berth.